Control gear for internal combustion engines



Aug. 7, 1934. J. LAVANCHY CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed May 27. 1930 4 Sheets-Sheet 1 [raven/3'01 1934- J. LAVANCHY 1,969,017

CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed May 27, 1930 4 Sheets-Sheet 2 INVENTBR: R R BY @W RM Wm ,ATFU RN EM- Aug. 7, 1934.

J. LAVANCHY CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed May 27, 1950 4 Sheets-Sheet 3 1934- J. LAVANCHY 1,969,017

CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Filed May 27, 1930 4 Sheets-Sheet 4 Patented Aug. 7, 1934 CONTROL GEAR FOR INTERNAL COMBUSTION ENGINES Jean Lavanchy, Winterthur, Switzerland, assignor to the firm of Sulzer Frres Societe Anonyme, Winterthun'switzerla'nd Application May 27, 1930, Serial No. 456,18"!- In Switzerland June 22, 1929 Claims. (01. 60-16) Y This invention relates to engine control gear, and in particularto a distribution regulator for reversible internal combustion engines of the injection type, in which the motion of the starting 5 valve is derived from the operating gear of the fuel pump. i

In accordance with the invention, a link with two rollers adjustable so: as to regulate the work of the pump and to reverse the engine, is fitted in the operating gear .of the pump, and the lever transmitting the motion of thedriving gear of the fuel pump tothe starting valve is coupled to means by which at the start the fuel supply pipe, and duringthe operation, the starting-air supply pipe, are disconnected by positive motion.

In, the drawings, one embodiment of the invention is diagrammatically represented in connection with an internal combustion engine with vacuum injection of fuel. f

Fig. lshows in plan view, an internal combustion engine equipped with theimprovements constituting thesubject matter of the invention;

Fig. 2 is a section along the line II-.II of Fig. 1 and shows the fuelpump'and the starting, valve in section;

I Fig. 3 is a section along the line VIII-III of Fig. l-and shows the equipment for operating the distributing means; a a

Fig. 4 is a section along the line IVIV of Fig. 2 and shows the common driving mechanism of the fuel pump and the starting member, and

, Fig. 5 is a diagrammatic view showing the double-lever in contact with the pin-element, in the starting position for reverse operation.

35' Fig. 6 is a diagrammatic view showing the dou-, ble-lever out of contact with the pinelement, in the normal running position for forward position. 1

Fig. '7 is a view similar to Fig.6, showing the double lever. out of contact with the pin-element, in the normally running position for reverse operation. I f

: In Fig. 1 is'jshown acam shaft 1 driven from the crankshaftby agearing 55,-a governor shaft 23, and a starting shaft 25, of the valve gear. Each of the four cylinders 50 is provided with onestarting valve 16 in a casing 17 and with a fuel pump 49, those of the two cylinders on the leftnot being shown. The governor shaft 23 is operated by a hand wheel 30, which works on the valve gear-operated by the starting lever 35. In Fig. 2,1 denotes a cam shaft, 2a link with tworollers3 and 4, and 5 denotes the crosshead of a fuel pump 49. A fuel pump piston 7 reposes on the crosshead 5,'pressed down by a spring 6.

The working chamber 8 of the fuel pump is provided with a suction valve 9 (Fig. 4) and with two pressure valves 10 and 11.

Mounted on an eccentric 12, which itself is mounted on a" rotary starting shaft 25, is a double lever 13, which acts as a disconnecting member for the startingmember and displaces over rods 14 a bell crank lever 15 and a starting valve 16." The starting valvecasing l'lis coupled to compressed air piping 48 and by means of a flange 19 to a cylinder 50 of...the internal combustion en'- gine, which; of course, may have a plurality of cylinders. "As a rule, one fuel pump at least, and one starting 'valve, are provided for eachcylinder; According to the position of-.the eccentric 12, the double lever 13'is put into (Fig. 5) or out of contact (Figs. 6 and 7) with a pin 20 of the link 2 with two rollers 3 or 4."

The cam shaft 1' (Fig. 2) is provided with two cam dials 21 and122, of which the cam dial 21 co-' operating-with the roller 3, is provided for forward motion and the cam dial 22, cooperating with the roller 4, is provided for backward motion. The link withtwo rollers 2 canbe displaced by turning the governor shaft 23 through the angle a: by means-ofa link .24 to such an extent that either the roller 3 (Fig. 6) or the roller, 4' (Fig.

7) of the two-roller-link 2 areputinto or out of engagement with the cam dials 21 or 22.

By moving the rollers 3 or 4 out of the mean position, i. e. the position 0, the stroke of the fuel pump and consequently also the volume to be injected and the yieldof theinternal combustion engine, can be regulated. The maximum amounts to be injected for the forward and backward motion correspond to the main positions A and B of the governor shaft 23. The injection amount, zero, corresponds to the position 0. To the positionsO A and B of the governor shaft 23, the positions 0, A and 13 of the axis of symmetry of 95. the two-roller link 2 are coordinated. (In Fig. 2 this axis is in the position A, and the positions of the Y-lever 33 in Fig. 3 correspond to the positionA of the axis.) A r r By placing the lever 26 into a vertical position, the piston '7. of the fuel pump is raised by means of a cam 27 (Figs. 2 and 4) in a manner such that it, is withdrawn from the range of action of the crosshead 5, so that the fuel pump is eliminated. By repeatedly switching thelever 26 from the hor- 1.05 izontal to the vertical position and back, the fuel conduit 28 can be filled with fuel before the engine starts.

In Fig. 3 (as inFig." 2) 23-denotes the governor shaft and 25 the starting shaft. The cam shaft 1 is shown in dotted lines in order to point out its position with respect to the other two shafts. By means of the hand wheel 30, the nut 31 can be moved along the thread 32; this motion is transmitted by means of the Y-lever 33 to the governor shaft 23, which adjusts over the link 24 (Fig. 2), the two roller link 2, thus determining the number of revolutions and the direction of 'revolution of the engine.

The starting lever 35 (Fig. 3) keyed on the starting shaft has three principal positions:

lever 13, is keyed. On this dial is provided acurved track 37, 2. lug 38 and a segment 39. On the curved track 37, the roller 40 of the cross head 41 bears, the stem 42 of which acts on the Y lever 43. By means of the rods 44, themotions of the Y-lever 43 are transmitted to the Y-lever 45 (Fig. 4), which lever 45, in one of its endposi-I tions, raises the suction valve 9 of the fuel pump.

The lug 38 (Fig. 3) raises the rod 45.,and therefore the valve 46, when the starting lever is in the start position. The starting air is supplied by the pipe 4'7, leading from the starting air battery 56, and the air is conducted to the starting valve through the pipe 48; The segment 39 of the cam dial 36, together withthe Y-lever 50, is employedfor'protecting the starting lever 35 and the hand wheel against faulty operation.

Fig. 4 shows the position of the cam dials 21 and 22 on the cam'shaftl, and the position of the rollers 3 and 4 on the. two roller link 2. In

this figure also, mechanism for driving thedouble lever-13 bymeans of the two roller link 2 can be seen.

The valve gear acts as follows: i

When the engine stops, the startinglever '35 is in' the stop position, andthe hand wheel 30 as a rule is in a position in which the Y-lever 33 occupies the position 0. Inthis position of the hand wheel and the starting lever, the roller 40 of the crosshead 41 is positioned'on the raised portion of the cam 37 of the cam dial-.36fso that the rod 42 presses the Y-leve'r'43 and consequently also the Y-leve'r 45 (Fig. 4) to'the left,-so that the suction valve 9 ofthe' fuel pump is consequently opened. 'When' the-suctionvalve is slightly raised, the fuel pumpis disconnected under all circumstances.

The lug38 'of the cam dial 36'does not contact with the rammer 45' of the air pressure valve 46 so that the valve '46 is inoperative on its seat and closes the connection between the pipe 47 and the main line 48. As mentioned befor, the position 0 015 the Y-lever 33 corresponds to the position 0 of the two roller link 2 the motionsi'of the Y -lever 33 being transmitted to thetwo'roll or link 2 by the governor shaft 23 and the link 24.

If the engine is to be started'forward running, first of all the hand wheel 3'0' is turned to the right-provided the thread 32 is a. left-hand thread-un til the Y-lever 33 has reached about ter the cylinder.

ber of the cylinder and puts in motion the motor that is connected like a steam engine.

At this juncture, the starting air must be regulated. To this end, when the starting lever 35 is switched into the start position, the eccentric 12 (Fig.2) is rotated in a manner such that the double lever 13 enters the range of operation of the pin 20 of the link 2. The starting valve 16 therefore is steered over the Y-lever 15, the rods 14','the double lever 13 and the two roller link 2 in 'controlofthe' cam 21 in such a manner the starting air each time at the proper moment, i. e. right after crossing the upper dead center at the beginning of the working stroke, will en- The charge can be increased or decreased by turning the hand wheel 30.

When the engine has gathered momentum, the starting lever 35 (Fig. 3) is switched from the start""position to the working position. As a consequence, first of all the lug 38 of the cam dial36 is lifted'off the'rod 45" so that the valve 46 will close and the supply of starting air will be cutofi. The cam 37 of the cam dial 36 has now been turned to' the right-s0 far that the roller 40 of the'cro'sshead 41 is in the depression 49' of this cam, so that the lever 43 and 'thelever 45 (Fig. 2) are'set free and the suction valve 9 again returns toits seat. From this instant, the fuel pump is connected, the starting air, however; is disconnected so that the engine now opcrates normally (Fig. 6). If the rate of speed is to be increased, the hand wheel 30 is turned farther to the right, so that the roller 3 (Fig. 2) will approach the centric position moreand more. I n'this manner, the stroke of thefuel pump, the amount to'be in-, jected. and the performance of the engine, are increased. If, however, the speed is to be reduced, the hand wheel 30 is turned to the left so that the roller 3 is steadily crowded out of the centric position so that the stroke of the fuel pump, .the amount to be injected and the performance of the engine, are proportionally reduced. ,Ifthe engine is to be reversed from forward to backward motion, the starting lever is changed from'the working position to the stop position so-that the suction valve .9' is raisedand the fuel at once is disconnected. The hand wheel 30 then is turned to the left until the Y-lever 33 (Fig. 3) occupies about the central position between the positions 0' and B, whereafter the starting lever 33 is switched into. the start position. .Due to the rotation of the hand wheel, the roller 4 (Fig. 2) has ,been'brought into engagement with the cam 22, so that'both the starting air and the fuel are regulated in'such a way that the engine is forced to run in the opposite direction (Fig. 5). v Assoon as the enginehas gathered momentum, the starting lever 35 (Fig. 3) is again put into the working position, so that the starting air isdisconnected and the suction valve of the fuel pump is set free (Fig.7) In this casealso, the engine is adjusted to slower or faster revolution by the fact that the two roller link 2 is more or less crowded out .of the central position so that the roller'4 is brought more or less intoengage ment with the-cam dial 22. 7 I

.On stopping the engine, the motion as arule is reduced until it stops sothat the Y -lever will enter the position 0. Thereafterthe starting lever 35, for. further safeguarding the engine, is putintothe .stop position. T I

The engine as a rule has a regulating device according to Fig. 3 provided, and for every cylinder a fuel pump and a starting valve according to Fig. 2 is also provided. If the engine has a plurality of cylinders, it is advisable to provide for all cylinders a common cam shaft 1, a common governor shaft 23, and a common starting shaft 25, according to Fig. 1. It is also desirable to connect and disconnect all of the suction valves 9 by a common rod 44.

The present improvements in control-gear can obviously be employed in connection with both single acting and double acting engines and with both two-stroke cycle and four-stroke cycle engines, and either for compressed air injection or for vacuum injection of fuel.

I claim: a

1. In a control-gear for a reversible, liquid-fuel injection engine having a fuel-pump and an airstarting valve, a single instrumentality for operating both the fuel-pump and the air-starting valve, comprising an arm, a cam group for operating the arm including one for forward and one for reverse operation of the engine, two rollermembers carried by said arm, the roller-members being arranged thereon to be brought into operative position with said cams respectively for forward-running and for reverse-running, said arm being operatively connected with the pump to regulate the pump-delivery by adjustments of the arm, a disconnector including means for disconnecting the fuel supply when starting air is being delivered, said arm being also operatively connected with the air starting valve, and a disconnector including means for disconnecting the air supply when fuel is being delivered.

2. In a distribution-regulator for reversible, fuel-injection engines of the type having a fuelpump and an air-starting valve in which the operating gear of the fuel-pump operates the starting valve by means of a link; an arm, a cam group for operating the arm including one for forward and one for reverse operation of the engine, two roller-members carried thereby, the arm being operatively connected to the pump and adjustable to regulate both the performance of the pump and to reverse the engine, a disconnectingdevice for disconnecting the fuel-supply during supply of starting air and for disconnecting the air-supply during supply of fuel, and an operative connection between the link which transmits the motion of the fuel-pump and the driving gear to the starting-valve and said disconnector.

3. In a control-gear for a reversible, liquid-fuel injection engine having a fuel-pump, including a crosshead and an air-starting valve, the air-starting valve being operatively connected to said crosshead for actuation thereby, a single instrumentality for operating both the fuel-pump and the air-starting valve, comprising an arm, a cam group for operating the arm including one for forward and one for reverse operation of the engine, two roller-members carried by said arm, the roller-members being arranged thereon to be brought into operative position with said cams respectively for forward-running and for reverserunning, said arm being operatively connected with the pump to regulate the pump-delivery by adjustments of the arm, and a disconnector including means for disconnecting the fuel supply when starting air is being delivered and for disconnecting the air supply when fuel is being delivered.

4. In a distribution-regulator for reversible, fuel-injection engines of the type having a fuelpump with a crosshead, and an air-starting valve, and in which the operating gear of the fuel-pump operates the starting valve by means of a link; an arm pivoted on said cross-head, said arm having two rollers thereon, a cam group for operating the arm, said group comprising a cam for forward and one for reverse, said cams cooperating with said rollers, an adjusting-device for altering the set of the rollers with respect to said cams, the arm being operatively connected to the pump 105 and adjustable both to regulate the performance of the pump and to reverse the engine, a disconnecting instrumentality for disconnecting the fuel-supply when the starting air is being delivered and for disconnecting the air supply when fuel is being delivered, and an operative connection between the link which transmits the motion of the fuel-pump driving gear to the starting valve and said disconnector.

5. In control-gear for a reversible, fuel-injection engine having a fuel-pump and an air-starting valve, an arm for operating both the pump and the valve, said arm carrying two rollers, a cam-group for operating the arm, said cam-group comprising a cam for forward operation of the 20 engine and a cam for reverse operation of the engine, the arm being adapted to be adjusted to bring either one or the other of the rollers carried thereby, into engagement with the respective cam, and a disconnector including means for disoon- 25 necting the fuel supply when starting air is being delivered and for disconnecting the air supply when fuel is being delivered.

JEAN LAVANCHY. 

